Railway-crossing safety device



R w 1 Z w m 1% p "w. a 1 m m r W 9 lm 2 2 B. N. MINER RAILWAY CROS SING SAFETY DEVICE Flled May 9 1950 May 3, 1932.

May 3, 1932. MlNER 1,856,499

RAILWAY CROSSING SAFETY DEVICE Filed May 9, 1930 2 Sheets-Sheet 2 Patented May 3, 1932 UMHT'E STATES PATENT 'OFFIOE v 3! BENJAMIN N. IVIIIQTER, OF ST. LOUIS, MISSOURI, -ASSIGNOR TO ZM'ZNER SUPER-SAFETY GATE AND SIGNAL SYSTEM, INC, OF ST. LOUIS, MISSOURI, A CORPORATION OF MISSOURI RAILWAY-CROSSING SAFETY DEVICE Application-filed m 9, 1930. Serial no. 450,899.

This invention relates generally to safety apparatus for railway or highway grade crossings and has particular reference to a cert'ain new and useful improvement in'safety 5 devices for preventing collisions between vehicles moving respectively along the highway and the railroad.

My invention has for its princlpal ob]ects :to prevent collision between a moving railroad vehicle and a highway vehicle by pre senting to the latter the less hazardous alternative of collision with a positive obstructlon or barrier movable automatically across the ,highway on approach of the track vehicle to the crossing; to provide warning to the driver of the highway vehicle of the position of said barrier in order to minimize the chance of collision of the highway vehicle with the bar- ;rier; and to provide warning to the operator of the track vehicle of the position of said barrier in order that the track vehicle may be brought to a stop in the event the barrier fails to close the highway at the crossing.

Andiwith the above and other ob]ect's in 1 view, my invention resides in the novel features of form, construction, arrangement, and

combination of parts hereinafter described and pointed out in the claims.

In the accompanying drawings, (two sheets) Figure 1 is'a'plan view of the barrier forming a part of a railway-crossing safety device of my invention; I

Figure 2 is a front elevational view of the barrier as seen by a highway Vehicle approaching the barrier, parts thereof being I shown in section;

Figure 3 is a diagrammatic plan of a railroad-highway crossing lllustratlng the use of a safety device of my invention; and

Figure A: is a view diagrammatically illustrating the electrical circuits also forming part of the safety device for the automatic operation of the barrier.

Referring now more in detail and by referroad-highway grade crossing; B designates the track,- of which two are shown; and C the highway crossing the tracks B. One of the barriers A is located on each side of the tracks B and is movable suitably for obstructingthe highway C rcsponsively to movement of a vehicle D on the track B. The movement of the barrier A is'synchronized with signals E, F, each preferably including a visual indicatin g means, the signals E preferably, however, also including an audible warning device, as will later appear, and being located along the highway C a suitable distance from the tracks B, while the signals F are located along the tracks '13 a suitable distance from the highway C.

Each of the barriers A includes a preferably vertically swingable bar 1 adapted to movably span the highway C to be protected and preferably comprising a framed structural beam of the type commonly known as a' horizontal girder,having its principal axis of resistance directed against and for opposing vehicular movement on the highway G. i

The bar 1 is designed to absorb the impact occurring on impingementof a vehicle of or.-. dinary weight moving'at a usual speed along the highway as determined by the-traflie conditi'ons there obtaining.

Secured at an end of and transversely through the bar 1, is a horizontal pivot shaft 2, the bar 1 having a counterweight arm 1 extending beyond the shaft 2, said arm 1 carrying a counterweight 8 for approximately balancing the bar 1 about the shaft2.

When the bar 1 is in vehicle obstructing or closed position, its opposite ends are located adjacent to, and for co-operation with, respective fixed abutments cl, 5, the highway or path of vehicle movement thus lying be tween the said abutments l, 5. The abutment 4 is a simple masonrystructure having avertical abutting seat 6 for absorbing the reaction from the swingable or free end of the bar '1 when the same is in closed position. The abutment 4 may also include a horizontal. seat 7 upon which the said-end of the bar 1 may rest when in closed position, but the abutment 4 is principally designed to resist, and, as I have said, to absorb, the reaction pose is provided with a pair of spaced bearings 8 in which are journaled the respective ends of the shaft2, and between which is -provided, in the abutment foundation, a counterweight pit 9, the counterweight 3 descend ingly swinging in the" pit 9 when the bar 1 is swung upwardly or elevated to its open or unobstru'cting position, said bar 1 being then preferably upstanding from the abutment '5 at one side of the highway. i

The bar 1 is operable for alternately obstructing and unobstructing the'highway by a reversible motor 10- coupled preferably through a suitable speed reducingdevice 11 tothe shaft 2. The motor 10 and reducer 11 are preferably, protected from the weather by a'suitable housing 12 and are also conveniently supported on a-suitable' extension of the foundation of the abutment 5.

The'motor 10 is connected in circuit with a pair of limit switches G, H, the switch limiting the opening movement of the bar 1 and, for such purpose, being mounted on a wall of the pit '9 for engagement by the counterweight 3 as the bar 1 approaches its open position, when the limit switch G opens the motor circuit and th'e bar 1 is brought gradually to rest by means of a resilient buffer 13Tsuitably mounted in a wallof the pit 9 for yieldinglyengaging thecounterweight The switch H limits the closing movement of.

r the barl in a like manner, a suitable butter I by the sidew all's of the pit 9.

14 being provided to bring the bar to rest,

the buffer 14 and switch H being'mounted on a beam 15' extending between and supported The, limit switches G and H constitute a part of a series ofelectrical circuits by means of which the bar 1 is operated and'the signals E, F, actuated, responsively to the presence or absenceof a vehicle D on vthe tracks B, as will best be seen in Figure 4.

The'source of'power is indicated by the usual plus lead 16 and minus lead 17. .18

" designates the motor circuit, in which is incor porated or included an electro-magnetic reversiug switch K, 19 designates the barrieropening circuit, in which is incorporated or included one side oii'the reversing switch K, such that'when the circuit 19 is closed, the reversing switch Kcconnects the mOtOI'lO for opening movement of thebarrier A. p

"2O designates the circuit of the gocr .green'lights g of the highwaysignals 7 and 21 designates thecirc uit of the stop cuit 1 9 and opens the circuit 22.

or red lights 1' and theaudible signal or horn h thereo The limit switch G is incorporated in and controls the three circuits 19, 20, 21, such that, when the barrier is open, the switch G is actuated to open the circuits 19, 21, and close the circuit 20, but assoon as closing movement of the bar '1 releases the switch G, the circuits 19, 21, are closed and the circuit 20'is'opened.

22 designates the barrier-closing circuit, in which is incorporated the other side of the reversing switch K,such that, when the circuit 22 is closed,'the reversing switch K connects the motor 10 for closing movement of the. barrier A. c s

23 designates the circuit of the gocfor green lights 9 of the track signals F, and 241 designates the circuit of the stop or red lights 9" thereof. l

The-limit switch H is incorporated in and controls the three circuits 22, 23,24, such that, when the barrier A is cl'osed,.the switch H is actuated to open the circuits 22, 2 1, and close the circuit 23, but as soon as opening movement of the bar 1 releases the switch'I-I, the circuits 22, 24, are closed and the circuit 23 is opened; g g I p 25 designates the control-relay circuit, in which is incorporated a control-relay L, which, in turn, is incorporated in and con trols the circuits 19, 22, such that, whenthe circuit 25 is closed, the relay L closes the cir- 26 designates a track circuit energized by, suitable source o'fpotential, as a battery 27. The circuit 26 is composed of two branches a and Z). Theopposite ends of the branch a'are connected to the respective incontrols the circuit 25 such that, when the track B is clear,the circuit 25is closed, but

when a vehicleD is on the trac'lrB, the circuit 25 is opened.

The circuit-diagram in Figure 4 represents shunting the circuit 72 to suchan extent as ;to substantially de-energize the track-relay M, which drops-out, thus opening the circuit 25 andde-energizing' the control-relay r 3 L. The relay L moves to close the circuit'22,

and this circuit beingalready closed through the lnn tsw tch H, the reversing s itch-K is actuated to connect the motor for closing operation of the bar 1. This is the state of the various parts shown in Figure 4. Continuing the description, a short movement of the bar 1 serves to release the limit switch G, which opens the circuit 20 and closes the circuit 21, causing the highway signals E to show red and the horn h to sound. At the same time, the circuit 19 is closed through the switch G, although this circuit, it will be understood, is now open at the relay L. As the bar 1 approaches its closed position, the limit switch H is actuated, opening the circuit 22, and causing the reversing switch K to disconnect the motor 10 from the line. At the same time, the circuit 2% is opened and the circuit 23 is closed, causing the track signals F to show green.

It will be seen that the highway signals E give a stop indication substantially as soon as the bar 1 starts tomove to closed position, whereas the track-signals F do not give a go indication until the bar 1 is substantially in fully closed position.

lVhen the vehicle D leaves that part of the track B included in the track-circuit a, the relay M is then energized sufiiciently to close the circuit 25, actuating the relay L to close the circuit 19, and since this circuit is already closed through the limit switch G, the reversing switch K is actuated to connect the motor 10 for opening the barrier A. A short movement of the bar 1 serves to release the limit switch H, which opens the circuit 23 and closes the circuit 24, causing the track signals to show red. At the same time the circuit 22 is closed through the switch H, but it will be understood thatthis circuit is now open at the relay L. As the bar 1 approaches its open position, the limit switch G is actuated, opening the circuit 19 and causing the reversing switch K to disconnect the motor 10 from the line. At the same time, the circuit 21 is opened and the circuit is closed, causing the highway signals E to show green. It will be seen that the track signals F will give a stop indication substantially as soon as the bar 1 starts to move to open position, whereas the highway signals E do not give a go indication until the bar 1 is substantially in fully opened position. It will also be seen that any break s in the track-circuit b tending to leave the highway unprotected will result in closing the barrier A.

It will thus be observed that my new device efiiciently accomplishes its purposes and provides for a substantial barrier A to vehicle movement on a highway, such as C, over the tracks B, the barrier A being interposed across the highway C responsively to vehicle movement on the track B. And, further, by means of signals E, warning is given to the operator of the highway vehicle of the position of the barrier A, in order that proper action maybe taken to avoid collision with the barrier A, the latter serving, however, to positively obstruct and substantially impede the movement of a vehicle attempting to make the crossing ahead of an advancing train orthe like. The operator of the track vehicle is likewise advised of the position of the barrier A by means of signals F, enabling him to come to a stop if the barrier A is not brought to closed position. In such manner, complete and adequate protection is afforded.

While I have herein shown and described a preferred embodiment of my invention, it will be understood particularly that the electrical circuits shown may be modified to best accomplish the results sought, and that the specific form of the bar 1 and the means for operating it may be va 'ied, and that other changes and modifications in the form, construction, arrangement, and combination of parts may be made and substituted for those herein shown and described without departing from the nature and principle of my inventi'on.

Having thus described my invention what I claim and desire to secure by Letters Patent is:

1. In combination with a railroad track and a highway crossing the track, a barrier movable to close the highway, means including an electric motor for operating said barrier, and "electro-m'agnetic means responsive to the presence and absence of a vehicleon the track for correspondingly actuating said motor, said electro-magnetic means including a motor circuit, a barrier opening circuit, a barrier closin circuit, a reversing switch controlling saicI motor circuit responsively to said opening and closing circuits, a limit switch in'said opening circuit to open when the barrier is open, a limit switch in said closing circuit to open when the barrier is closed, a relay circuit, a relay responsive thereto for controlling said opening and closing circuits, a track circuit, and a relay responsive thereto for controlling said first mentioned relay circuit for energizing the closing circuit when a vehicle is on said track and for energizing the opening circuit when the track is clear, said motor circuit being correspondingly energized responsively to said reversing switch.

2. In combination with'a railroad track and a highway crossing the track, a barrier movable to close the highway, means including an electric motor for operating said bar rier, electro-magnetic means responsive to the presence and absence of a vehicle on the track for correspondingly actuating said motor, and means controlled by said barrier for giving remote indications of the position of the barrier, said electro-magnetic means including a motor circuit, a barrier opening circuit, a barrier closing circuit, a reversing switch controlling said motor circuit responsively to said openingfand closing circuits, 2. limit switchin said opening circuit to open when thebarrier is open, a limit switch in said closing circuit to open when the barrier is closed, a relay circuit, a relay responsive thereto for controlling saidopening and closingcircuits, a'track circuit, a relay responsive thereto for controlling said first mentioned airelay circuit for energizing the closing circuit 7 when avehicle is on said track and for energizing the opening circuit when thetrack is clear, said motor circuit being correspondinglyl energizedresponsively to said reversing 5 switch, "said indicating means including visual signals arranged in groups each di-' rected with opposite significance respectively along said track and said highway, said groups being incorporated in respective sig-* nal circuits, the highway signal circuit being controlled by said first mentioned limit switch and the track signaljcircuit being controlled by said secondmentioned limit switch. 3. A safety device for a highway railroad g5" crossing comprising,in combination with the i i railroad-track, a barrier lincluding'a bar .piv-

otally swingable alternately from open to i closed position relatively to the crossing, 0p crating-means, including anflelectric motor an and its circuit and a reversing-switch in said circuit for swingably actuating the bar,:elec c "trica'lly'responsive means controlled by move ment of a vehicle on the track for actuating saidmotor, a plurality of signalling circuits 5 and signalling members included therein having go' and stop indications normally dis- 7 posed with alternate opposite significance respectively along said highway and said track, I and barrier opening andclosing circuits and V 4a limiting switches included therein adapted for actuationby and on movement of said bar for both controllingthe bar-operating means and the directing significance-of said signalling members. r 7 j (5 lntestimony whereof, I have signed my name to this specification: Y Y Y 1 BENJAMIN N. MINER. 

